1839.] 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



235 



PARLIAMENTARY PROCEEDINGS. 



Hunsc olCuinmoiiN. — List of Petitions lor I'rivatu liilLs, and prugi*e.ss» the 



Aberbrolliwick Harbour 



Aberdeen Harbour 



Balloclmey Railway 



Barnsli'y Waterworks . 



Bath Cemetery . . . . 



Belfast Waterworks 



Birminftham Canal 



Birmingham & Gloucester Railway 



Bishop Auckland & WearilaleRlwy . 



Blackheatli Cemetery . 

 Brndforil (York) Waterworks 



Bri^'hton Gas . . . . 



Brighton Cemetery 



Bristol and GloucesLershireRail way 



British Museum Buildings . 



Brompton New Road 



Cheltenham Waterworks 



Commercial (London and Black- 

 wall) Railway .... 



Dean Forest Railway . 



Deptford Rier .... 



Deptfiird Pier Junclirtn Railway . 



Deptford Steam Ship Docks . 



Edinburgli, Leith, and Newhaven 

 Railway ..... 



Eyemouth Harbotir 



Fraserburgh Harbour . 



(xeaeral Cemetery 



Gravo,«end Gas .... 



Great Nortli of England Railway 



Great Western Railway 



Great Central Irish Railway . 



Herefordshire and Gloucestershire 

 Canal .... 



Heme Gas ..... 



Liverpool Docks .... 



Liverpool Buildings 



Livei-pool and Manchester Exten- 

 sion Railway .... 



London and Birmingham Railway 



Ijundnn Bridge Approaches, kc. . 



London and Croydun Railway 



Ijondon Cemetery 



London and Greenwich Railway . 



London and Southampton (Guild- 

 ford Branch) Railway 



London and Southampton (Ports- 

 mouth Branch) Railway . 



Manche-ster A: Birmingham Rail way 



Manchester and Birmingham Ex- 

 tension (Stone A: Rugby ) Railway 



Manchester and Leeds Railway . 



Marvlebone Gas-fc Coke Company 



Monkland .fe Kirkhitilloch Railway 



Necropolis (St. Pancras) Cemetery 



Newark Gas .... 



Newcastle-upon-Tyne aud North 

 Shields (Extension) Railway 



NortheriK*c Kastinn{Xo l)Rnilway 



Northern \' i:ast.Tu(\o.2) Railway 



North .Mi.Uaud Railway 



North Union Railway 



Nottingham Iiiclosure aud Canal 



Over DarwenGas 



Perth Harbour aud Navigation 



Portishead Pier .... 



Preston Gas .... 



Preston and Wyre Railway . 



Preston and Wyre Railway, Har- 

 bour, and Dock 



Redcar (No. 1) Harbour 



Redcar (No 2) Harboin- 



Rishworth Re.servoirs . 



Rochdale Waterworks . 



Rochester Cemetery 



Sawmill Ford Bridge and Road . 



Slamannan Railway 



SouthEasteru Railway 



South Eastern (Deviation) Railway 



Teignmouth Bridge 



Tyne Dock ..... 



Tyne Steam Ferry , 



Walsall Junction Canal 



West Din-ham Railway . . I 



WestiuiustiT Improvement . . i 



Wishaw and Coltness Railway 



Wyrley andEssington and Birming-' 

 ham Canal . I 



STEAm NAVIGATIOItr, 



^ iliamrrs jram th,' Chjilr i„ A>„. J-<„-7.-._A joint-stock company is now forming 

 in Glasgow, for carrying passengers and merchandise between the Clyde and 

 New lork, by means of an iron steam-ship of great power and capacity, to sail 

 at the rate of at least sixteen miles an hour, thereby making a passage in about 

 ten days, and enabling this vessel to make nearly a monthly voyage to America. 

 The capital to be .-t'.io.OOii,— W.7,'i,/o«i Cltn.ui,-/,-. 



Iran Sliij.s.— Tbe InmsiJcs, the first sailing vessel constructed of iron, which 

 has ever crossed the Atlantic, has just returned to Liverpool with a cargo of 

 cotton from Brazil, after a passage of forty days, though during the whole trip 

 light winds prevailed. This has completely established the practicability of 

 navigating the ocean in ships of iron. The compasses, whose action it was 

 predicted would inevirably be deranged, worked very correctly ; and the supe- 

 riority of the material of which the vessel is built, is proved by the fact, that in 

 the course of the whole voyage it was never once necessary to use the pumps. 

 In fact her hull is absolutely water-tight. The success of this experiment is 

 highly important, occurring, as it does at a time when timber is scarce and dear. 

 So little has the Ii-fnxi.les suffered from exposure to wind and weather, that her 

 appearance would induce the belief that she had but lately been launched. Her 

 tonnage is 2(34 ; draft of water aft, Sft. 7 in, and forward 8ft. .3 in. — [This is a 

 very important notice, and we commend it to the consideration of our commercial 

 readers. In the adoption of iron ships several points are to be considered. 

 Economy and durabiliiy, we suppose, are in their favour. Their sailing qualities 

 seem by this experiment to be at least equal to those of wooden ships ; but these 

 depend less upon the material of which a vessel is built than upon her model. 

 The thing that strikes us most, however, is the extreme buoyancy of the iron 

 ship. She is said to be 204 tons— we presume by the new mode of admeasure- 

 ment : if so, she carries probably 400 tons, and yet she draws only about eight 

 and a half feet of water, or perhaps, with a heavier cargo, nine and a half feet or 

 ten feet at the utmost ! Now, the great drawback upon the profit of the coasting 

 trade, at least in this part of England, is the impossibility of constructing a vessel 

 that will carry a large cargo with a draft of water suitable to our tide-harbours. 

 A vessel of one hundred tons will draw as much water as this ship ; and if the 

 burden he curried up to ]M or 200 tons, the draft of water becomes a serious 

 impediment, and what is gained in freight is lost in frequent and vexatious 

 delays, and in injuries sustained from grounding on bars and sandbanks. Butn 

 vessel of 100 tons cannot be sailed in winter, and ought not to be sailed at any 

 time, with fewer than four men and a boy ; making lor four such vessels twenty 

 bands ; while such a ship as the Inoiiti, les might be sailed vvith twelve or fourteen 

 bands at all seasons. But will an iron ship take the ground with a heavy cargo? 

 That seems to us the principal question ; and if it be found that she will — if it 

 be found that a ship of large burden can be so constructed as to be fit for all the 

 purposes of the coasting trade, and capable of enduring the severe trials to which 

 the best and strongest ships are exposed in it, and jet so buoyant as to enter all 

 the Welsh and Cornish ports, at neap tides — if this be ascertained, we may 

 expect in a month or two, to see half the smiths of Hayle and Neath turned into 

 shipbuilders. — Ei>. Citrmcall (ia^<ili-.~\ 



JCiiglish and Ainiriian Sltaiiwrs, — The Hon. S. Cunard has contracted to convey 

 the mails from England to Halifax twice a-nionth, in steamers of not less than 300- 

 horse power; the fiist vessel to leave Liverpool on the 1st of May, 1840. The 

 contractor to forward the mails to Boston in small steamers, and to run a steam-boat 

 between Pictou and Quebec. Contract for seven years at SofiOOl. sterling per 

 aunniil. — Mnnclit,^ftr (liumlian. 



Sleaiii-hoal K.vplnsion. — A steam towing-ves.sel, the A'enns, met with .nn accident 

 at Havre. While it was towing out a brig into the roadstead one of the boilers blew 

 lip. A boy was .seen to be thrown up into the air, along with broken planks, 4:c. , 

 but bis body has not since been foutid, awd the stoker and engineer were both severely 

 injured. — ijalhjnanre Messenger. 



PROGRESS OF RAILWAYS- 



Sottlh Eas/ern Dorcr liuthvaij. — Between Dover and Folkestone the works are 

 progre.ssing rapidly, the tunnel for tunnels, for there are two parallel to each other) 

 throtigh Shakspere's cliff, has been for a length of time opened from end to end, and 

 the eidargement of them has progressed considerably, these funnels are each twelve 

 feet wide and tliirty feet high formed with a pointed arched roof; the pier or space 

 between the tunnels is ten feet in thickness, and where the shafts have been sunk 

 from the surface, there is a lateral opening connecting the two tunnels, these 

 openings being formed of the same height as the tunnels, and its roof being similarly 

 excavated forms a groined roof, which has a remarkably good effect, there are seven 

 shal'ts and consequently seven of these openings in the length of three quarters of 

 a mile. The eastern face of the tunnel is formed by excavating the chalk to the 

 depth of 110 feetwhich is now being finally trimmed down. At the western face of 

 the tunnel a splendid piece of side cutting presents itself, upwards of 160 feet high. 

 Westward of this tunnel, the sea wall of concrete to protect the railwiiy embank- 

 ment has been commenced ; it is contracted for by Mr. Lambert, the contractor, who 

 executed the concrete sea wall at Brighton ; the wall at Dover will aver.age 50 feet 

 in height and about three quarters of a mile in length : the railway along this 

 portion of the line is to bo formed partly of side cutting from the cli^s and partly 

 of embank-ment whieh the concrete wall is intended to protect, groins will hereafter 

 be carried out into the sea to collect the beach for the further security of the works. 

 Between the sea wall and Folkestone two other tunnels are to be eoTistrm-ti-d, the 

 sllaftsofv^ Inch are sunk nearly to the required depth, and wliirli, tngi-iher with ntlier 

 preliminary works, are nearly completed ; it is expected, thereibre, (bat the excava. 

 tion of these two tunnels will bo proceeded with forthwith ; preparations are also 

 making for the erection of an oblique bridge of two arches over the jrinctiou of 

 the Dover and Canterbury roads near Folkstone. 



L'jiidfjn and Birmintjliam Raihrinj On the 20tb instant, the speed of the mail 



trains on the London and Birmingham Railway will be accelerated. The day mail 

 Hill leave the Euston-grove station at half-past 9 in the morning, and will arrive in 



